Electric railway.



No. 708,969. Patented Sept. 9, |902.. T. E. MURRAY & J. VAN VLECK. ELECTRIC RAILWAY.

(Application filed Mar. 14, 1902.) (No Modeln) 8 Sheets-Sheet I.

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N0. 708,969. Patented Sept. 9, |902. T. E. MURRAY &. J. VAN VLECK.

ELECTRIC RAILWAY.

(Application tiled Mar. 14, 1902.)

(No Model.)

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` Patented Sept. 9', |902. T. E. MURRAY & J'. VAN VLECK.

I ELECTRIC RAILWAY,

(Application led Mar. 14, 1902.)

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110-708,969. Pateted sept. 9, |9992. T. Ej. MURRAY 9 .1. vAN vLEcK.

. ELECTRIC RAILWAY.

(Application filed Mar. 14, 1902.)

(N0 Modl.)

8 Sheets-Sheet 4.

AINVENTOiR' www LEAATTORNEY No. 708,969. Patented sept'. 9, |902.' T. E. MURRAY & .1. vAN vLEcK.

` `ELECTRIC RAILWAY.

(Application filed Mar. 14, 1902.)

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N0. 708,969. Patented Sept. 9, |902.

T. E. MURRAY & VAN vLEcK. ELECTRIC RAILWAY.

(Appumion med Mar. 14, 1902.)

(No Model.) 8 Sheets-Sheet 6.

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Patented Sept. 9, |902. T. E. MURRAY & J. VAN VLECK.

' AELECTRIC RAILWAY.

(Application filed Mm4 14, 1902.)

8 Sheets-Shut 7.

(No Model.)

NVENTORS Pwr/2,.. #mmc/k @@W ATTURNEY Patented Sept. 9, |902. K.

T. E. MURRAY & J. VAN VLEC ELECTRIC RAILWAY.

(Application tiled Mar. 14, 1902.)

8 Sheets-Sheet 8.

(No Modl.)

INVENTDRJ 7W ATToRNEv TH: Ncmms PETERS co.. Moraumo.. wAsHlNouN. D. c.

THOMAS E. MURRAY AND JOI-IN VAN VLEOK, OF NEW YORK, N. Y.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters PatentrNo. 708,969, dated September 9, 1902.

Original application filed November 22, 1901, Serial No. 83.318. Divided and this application filed March 14,1902. Serial To all whom. it 11a/by concern.:

Be it knoW'n that we, THOMAS E. MURRAY and JOHN VAN VLECIQOE the city, county, and State of New York, have invented a new and useful Improvement in Electric Railways, of which the following is a specification.

The object of our invention is to provide an electric railway for the conveyance of parcels, mail, and other matter in which the cars shall be operated automatically.

Our invention consists in an electric railway having a track and stations disposed at intervals along the same and also cars electrically propelled on said track.

Our present application is adivision ot' our application Serial No.83,318, filed November 22, 1901, and relates more particularly to the construction and arrangement ot `the brake mechanism and `associated devices, all as pointed out in the claims. The general construction and arrangement of our apparatus is such that, first, a car starting from a principal depot or any given station will automatically proceed to and stop at any other given station; second, prior to reaching the predetermined station said car will automatically close a switch for leading it upon the stationsiding; third, prior to reaching the predetermined station the strength of the current actuating said car will be automatically reduced; fourth, prior to reaching the predetermined station an electric brake mechanism Will be automatically applied to retard the motion of the car; fifth, the line conductors in proximity to the track are disposed in block-sections and by means of suitable automatic mechanism the section next to and immediately succeeding that upon which the car is advancing is rendered dead, so protecting the car from rear collisions; sixth, the car mechanism being adjusted for a predetermined or normal speed any excess speed will result in the automatic operating of mechanism to reduce said speed to normal; seventh, in event of the automat-ic switch-controlling mechanism not properly setting the switch the car is automatically arrested before the switchis reached and cannot proceed until the failureA is corrected; eighth, the track is double and stations are located on loops extending from one track to the other, but in a dit- (No model.)

ferent planethat is to say, the loop may preferably rise over the tracks or descend below themthe stations being located on said loops; ninth, in case a car passing from a loop to main track comes in danger of rear collision with a car on said main track said firstnamed car is automatically stopped; tenth, in case a car on main track comes in danger of rear collision with a car coming to main track from a loop said first-named car is automatically stopped.

In the accompanying drawings the various parts and combinations, together with the electrical mechanisms and connections, are shown symbolically. In each figure representing electrical circuits and connections live connections through which currents are passing under the described conditions are indicated by thick lines.

In the accompanying drawings, Figure l is an electrical diagram in which the car E is also represented symbolically, illustrating the arrangement of the block-sections and associated mechanism. Fig. 2 is a side elevation of the car, track, and certain mechanism of the car and protecting-hood. Fig. 3 is an end view ot' the car and hood. Fig. 4 is an electrical diagram showing the general arrangement ot' tracks, station-loops, and various lines adjacent to a station. Fig. 5 is an electrical diagram showing the relation and position of the various mechanisms and connections with the car at rest on its track. Fig. 6 is an electrical diagram showing the relation of parts, mechanism, and connections with the car running at normal speed on the main trolley-line Fig. 7 is an electrical diagram showing the car running at excessively high speed on the main trolley-line and being automatically checked bythe centrifugal governor G. Fig. 8 is an electrical diagram showing the position of parts and mechanism when the car is reduced in speed and runs upon a station-loop. Fig. 9 is a plan View of the switch and its associated controlling mechanism under the conditions just stat-ed. Fig. l() is an electrical diagram showing the car running on the main trolley-line, the parts and electrical mechanism being in the position when the turnout-switch has failed to open fully and the car is then beingautomat` ically brought to rest. Fig. 11 is a plan View showing the track connections and the cars Linder the condition when there is danger of rear collision of the car running from the loop with the car already upon the main track. Fig. l2 represents similarl conditions when the car coming from the loop is in danger of being run into by the car on the main track.

Similarl letters and n um bers of reference indicate like parts.

First. A double track A A2, a rail Aylof which serves as the return-conductor and is traversed bya return-trolley T7 on the car.

Second. A main feeder-line D, which extends alongside the track.

Third. A main trolley-line L/, from which current is taken by a trolley yT on the car to the motor. This line extends parallel tothe track and is divided into block-sections.

Fourth. A breaker-line L6. This line is in sections corresponding to those of L and extends parallel to the tracks. It is traversed by a trolley 'l`G on the car. Its function is, in connection with suitable devices to be described, to render dead the block-section of L', which immediately follows the block-section on which the car is traveling.

Fifth. A station-line L2. This is a short section of line extending parallel to the tracks and for a certain distance in advance of each station. When encountered and traversed by a trolley T2 on the car, its function is, through suitable devices to be described, to supply current to operate the motor and run the car to the station at a reduced rate of speed.

Sixth. A switch-lineL2. This is a short section of line parallel to the tracks and disposed in advance of each of the turnout-switches which divert the car from the main line to a station. When encountered and traversed by a trolley T3 on the car, its function is, in connection with station-line L2 and suitable devices to be described, to close the switch in advance of the car.

Seventh. A safety-line L4. This is a short section of line parallel to the tracks and disposed in advance of each switch. When encountered and traversed by a trolley T4 and in connection with suitable devices to be described, its function is to cut off current to the car-motor and apply the brakes in case the switch should fail to be properly opened or closed.

The car E may be of any suitable construction, provided with the usual trucks running on the rails, and with any suitable electricmotor mechanism, (represented symbolically at K.) In addition and cooperating with the line system it carries four principal devices, with thenecessary associated electrical and mechanical connections-namely, first, an automatic brake mechanism U; second, a controller-V, whereby the current actuating the motor and the brake is controlled; third, a centrifugal governor G, constructed and operating to regulate the strength of the current proceeding to the controller in accordance with the speed of rotation of a car-truck; fourth, a directing-arm P, carrying the trolley T2, whereby contact is made with the station-line L2.

There is located at each station- First. A turnout-loop. This is a track-section connecting by a switch from one track preferably rising up and over the other track and finally descending to join the last-named track. The station is preferably situated on a straight portion of the loop which is parallel to and over the return-track.

Second. A station-line L2, located in a definite position peculiar to that station, and hence in a diiferent position at each station and requiring, therefore, that the directingarm P, carrying the trolley T2, shall be set in some predetermined position in order that said trolley may make contact with said line on reaching it. This is the selective device, whereby a car having its directing-arm P set in definite position will be automatically switched off upon the loop only of that station which has its line L2 placed to receive the arm P when thus set, or, to put it another way, it may be imagined that if arm P is set at a certain angle its trolley T2 will meet only line L2 of station l, it' set at a certain greater angle only line L2 of station 2, and so on, the station at which the car will be switched off from the main line being therefore determined bythe position given to the directingarm P.

Third. A switch mechanism and electric controlling devices so constructed and arranged as that when car-trolley L3 makes contact with the short switch-line L3, located in advance of said station, said switch will be closed to permitthe car to run upon the loop, and when said trolley 'l`3 runs oif said line L3 then said switch will be automatically Opened.

Fourth. A safety mechanism and electric controlling devices so constructed and arranged that when the switch is not properly closed or opened then through the contact of trolley T4 with the short safety-line L4, located in advance of said station,suitable mechanism isoperated to cut off current from the motor and apply the brakes.

Fifth. Branch lines from Lland L4 andassociated electric mechanism wherebya car coming from the station-loop to the main track is prevented from running into a car on said main track by being held at rest until t the last-named car has leftthe block on which it is running; also, so that a car running 011 the main track will be prevented from overtaking a car coming upon said main track from said station-loop by being retarded or Stopped until said last-named car has left the main-track block upon whichit enters.

The 'main trolley-Zine and block system.- This is illustrated by electrical diagram in Fig. l. Three block-sections ct b c of the main line L' and ct' b' c' of the breaker-line L are indicated. The car E is located on block b and has a trolley T7 in contact with the return-rail A7 and trolleys T and T, both connected to said return-'trolley and respectively in contact with lines L and L2.' As will be Q hereinafter explained, current from L' has to lts pass through controlling and operating mechanismon the car before reaching T2, whereas L6 is directly connected to trolleys T6 and T7 to return A2, so as to allow current to flow directly from T6 to T2. Each block-section is connected at one end to the main feeder-line D through a circuit-breaking lever O, which by the action of spring S, attached to it, normally closes contact with the feeder at NS, as shown at the right of Fig. l, so that current proceeds from said feeder to section b of line L', trolley T', return-trolley T7, and returnrail A7. Each corresponding parallel section of the breaker-line L6 is also connected to the main feeder-line D through the coil of a solenoid M12, and the core of said solenoid is connected to lever O. Consequently when circuit is made from feeder D to breaker-line L6, to trolley T5, and return-trolley T2 and rail .A7 the solenoid M12, as shown on the left of Fig. l, attracts circuit-breaking `lever O and opens contact N8, so that circuit is broken from feeder D to section ct of line L'. Thus the current which passes overa given blocksection of L', as b, both actuates the motor and opens the switch which connects the feeder to the next following block-section a, so that the car in moving over the lines is always succeeded by a dead block section, upon which of course no following car can pass.

Special bloct-sectt'on.lt is often desirable that a car in approaching a station or other stopping-point shall slow down. This we effectby interposing a suitable resistance R, Fig. 1, in the branch leading from switch-lever O to the block-section upon which it is desired speed shall be diminished. Thus, as shown on the right of Fig. 1, by reason of the presence of the resistance R less current would pass upon section l) than upon section ct of line L'. We term a section provided with` such a resistance for the purpose stated a special block-section.

The general arrangement of car and hood.- This is illustrated in Figs. 2 and 3. The hood .l is of sheet-steel of cross-section conforming to that of the car E. It extends throughout the entire road and has the rails and various lines L to L6 disposed within it. As represented inFig. 3, all of the lines excepting the station-lines L2 are laid on the roadbed between the rails; but this is not essential, as they can of course be placed wherever convenient. The station-line L2 is placed on the intrados of the arch, which is a semicircle struck from the pivot-point of directingarm P (on the car) as a center, so that the trolley T2 on said arm may make contact with said line, no matter where around the semicircle the line may be placed. Thus in Fig. 3 the trolley T2 is shown in contact with the line L2, placed at the summit of the arch, so that the arm P is vertical. This would be the position of the line L2 for one station, and the arm P would then make contact with it only when vertical. For another station the line L2 might be in the position of L22, in which `case if it were desired that` the car should be switch ed off at that station the arm P would be suitably inclined. At a third station the position of line L2 might be as shown at L2", and then the arm P would be still further inclined. In order to adjust the arm P to meet the line L2 of any desired station, we provide the semicircular guide-bar P2 on the car, on which are openings P2, corresponding in position to all of the station-lines and suitably marked. The arm P may be adjusted over any opening P3 and there held by a pin entering said opening, as shown in Fig. 2, or any other suitable means may be employed for holding said arm in position. The arm is electrically connected with the mechanism which the lines L2 are intended to control, as will be hereinafter more fully explained. Before the car is started, therefore, the arm P is adjusted upon opening P2, which corresponds in position to that of the line L2 of the station at which it is desired the car shall be automatically switched upon the loop -line there located. Afterward the trolley T2 cannot make contact with any station-line L2 except the one for which the adjusted position of arrn P adapts it, and when it does make contact then the car is switched o at a predetermined station.

As shown in Fig. 2, the motor K is arranged to actuate the car-wheels at one end of the vehicle, and at the other end one wheel carries on its inner side the centrifugal governor G. The automatic brake U and its mechanism are supported from the car-frame in any suitable manner, and so also is the controller V. The series of contact-rings l 2 3 4 are disposed on the car-axle and suitably insulated and electrically connected, as hereinafter explained. The arrow in Fig. 2 indicates the direction of movement of the car.

IOC

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The trolley T is journaled in the upper side of the doubled bar D', which bar is secured to the under side of the car-body. In passing over switches the lower side of the bar D'` meets the rails and so lifts the trolley T clear of the junction and prevents injury to it.

The general' arrangement of turnout-Zoop and Zines at a statica-This is shown diagrammatically and in plan in Fig. 4. The main feeder-line D is represented between the tracks; but it may be in anyconvenient position. Of the various circuit-breakers represented in Fig. 4 those having the solenoid M12 and contact N8 and spring S have already been described in connection with Fig. l.

` Three others remain of generally similar construction. That having the solenoid M11 and associated parts operates the track -switch whereby the car is shunted to the stationloop. That having the solenoid M13 and associated parts controls the devices for preventing a car coming from the loop from running into a car on the main track. That having` the solenoid M1t1 and associated parts controls the devices for preventing a car on the main track from overtaking a car entering the main track from the branch track. The car is supposed to travel on the tracks in the direction of the arrow in Fig. 4. For convenience hereinafter the track from which the car passes over the loop is termed the up-track and the other track the downtrack. The block-section of L on the uptrack immediately preceding the switch leading to the loop contains resistance R, and hence is a special block-section.

The brake, governor, and controlling mechanism of the car.-These parts can best be described with reference to Fig. 5, which shows all diagrammatically. The car is here at rest. The Wheels and return-trolley A7 are of course on the rails; but none of the trolleys meet any of the various lines. The brake-shoe U is mounted on an arm U2, pivoted at U2. The upper end of arm U2 is connected to the core of the antagonistic solenoid-coils M2 and M', and said core is connected to one end of a spring S. Spring S' normally tends to hold the brake-shoe against the Wheel-rim. Solenoid M when energized acting against the springwithdrawssaid shoe. Solenoid M2 when energized reinforces the pull of the spring. The governor consists of an arm G, having at one end a Weight G and pivoted at its other end G2totheinsidefaceofoneofthecar-trucks. The arm is connected to a spring S2, which normally holds its weighted end near the wheelcenter. When the wheel revolves, the centrifugal force tends to throw the weight G outwardly or toward the wheel-rim against the action of the spring. On the wheel-face are four contact-plates C C3 C4 C5, with which the governor-arm may make electrical Contact, as hereinafter described. The free end of the governor-arm also sweeps over a series of contact-points Q6 to Q12, between which are resistances R6 R7 R8 R10 R11. Electrically connected with the governor-arm, contact plates and points are the insulated rings l 2 3 4 of the car-axle. Against these rings bear brushes B to B4. The controllerY has a pivoted arm W, a curved portion of which enters and forms the core of a curved solenoid M1. When said solenoid is energized, it draws in its core and so causes another arm F, connected to arm WV, but insulated therefrom, to sweep over a contact-plate C2. A volute spring V2, connected at one end to arm F and at the other end to a fixed point, maintains the end of arm F at one extremity of contact-plate C2 and also upon the first of a series of contact-points Q to Q5, between which contact-points are interposed resistances R to'R4. A circuit-breaker M2is provided, the object and operation of which will appear as the operation of the whole is developed.

The operation of the apparaitra-In order to avoid complication and to render the description clear, we now proceed to assume certain conditions of speed, dro., and to describe the operation of the various mechanisms in these circumstances.

First. The car is running at normal full speed on main line L. This condition is illustrated diagrammatically in Fig. 6, in which for the sake of clearness the parts of the system not directly affected and acting are omitted. The relation of the Weight G on governor-arm G and the spring S2, acting on said arm, is to be such that when a predetermined or normal speed of the car is attained said arm shall be thrown outwardly by the centrifugal force due to the rotation of its supporting-wheel. The end of said arm shall make contact with the contactpoint Q9, so cutting out of circuit the resistances R, R7, and RS. The full-speed current now passes from main line L to trolley T', to brush B and ring 1, to and along a conductor on the governor-arm G, but insulated therefrom, to contact-plate C, to ring 2, brush B2 to controller contact-plate C2, where the circuit divides, as indicated by the short arrows, part of the current then proceeding by controller-finger F to contactpoint Q and so to the motor K and trolley TT to the return-rail A1 and part through the resistances R, R2, and R5 and solenoid M to said return-trolley T7. The solenoid M then overpowers spring S and moves the brakeshoe U away from the car-wheel.

Second. 'lhe car attains an excessive speed or a speed greatly above that predetermined and normal. This condition is illustrated in Fig. 7, parts not affected being omitted, as before. By the increased action of the centrifugal force due to the rotation of the carwheel the governor-arm G is caused to move outwardly until it makes contact with the limiting contact-point Q12 and with contactplate C4. Current now passes from line L and trolley T to brush B, ringl to and along a conductor on governor-arm G, but insulated therefrom to contact-plate C4, to ring 4, brush B4, resistance R15, and solenoid M2 to return-trolley T7 and return-rail A1. Solenoid M3 being thus energized draws in its core, thus moving its associated pivoted circuitclosing lever O3 to close Contact at N. Current may now pass from ring l to governorplate C2, governor-arm G, contact-point Q12, ring 3, brush B3, controller-solenoid M1, and closed contact N to return. Solenoid M1, acting on controller-finger F, moves that finger from contact-point Q to contact-point Q5, as shown. Q is connected to one terminal of the motor K, the other terminal of said motor being connected to the return-trolley T1. Therefore this movement of finger F brings all of the controlling-resistances R R2 R3 R4 into the motor-circuit. It will also be IOO IIO

observed that while one terminal of the brake-solenoid M is connected to return the other terminal is connected to controller contact-point Q2. Therefore the controller-resistances R R2 and the additional resistance R12 are also brought into the circuit of that solenoid. The intervention of these resistances into the circuits of both the motor and the solenoid M reduces the current in both circuits, while in addition full current is established from controller contact-point Q5 through the solenoid M2 to return. The strength of solenoid M being thus decreased, the spring S' and the opposing solenoid M2 conjointly act to bring the brake-shoe U against the wheel.

Let it now be assumed that, third, the car attains a speed above normal, but not so great as last considered. Still referring to Fig. 7, the governor-arm G will move outward to a less extent and close contact witheither contact-point Q10 or Q11. In such case either or both of the resistances interposed between said contact-plates would be brought into the circuit of controller-solenoid M4, and the controller-finger F would be moved from contact-point'Q to a less extent than before, thus putting in a part of the controller-resistauces R' R2, dac., and so cutting offcurrent to the motor until the speed fell to the normal rate,`when the governor-arm G would once more return to Q2.

Having now explained the conditionswhen `the car is at rest and running over the road,

we come to those under which the car is shunted off to a predetermined station. We now assume, fourth, the car is running at normal speed and approaches its destined station. The turnout-switch is to be automatically closed and the speed of the car reduced so that it may safely pass over the stationloop.` This is illustrated in Fig. 8 and also in Fig. 9, which shows the switch-controlling mechanism in plan. The trolleys T2 an d T2 on the car now make contact, respectively, with the station-line L2 and switch-line L2. As shown in Fig. 9, L2 takes current directly from the main feeder-line D. L2 is open at one end and connected at the other through the switch-solenoid M11 to return-rail A2. From trolley T2 current passes along a conductor on arm P to solenoid M2. Asthe main feederline D is directly connected to station-line L2, it follows that when trolley T2 on arm P meets the line L2 then current proceeds to solenoid M5 and thence to solenoid M2 and so to return-trolley T7 and rail AT Solenoid M2 controls through its moving core two circuit-breaking levers O4 O2, both of which are connected to the spring S2, which normally tends to keep open their contact places N2 and N2. Solenoid M2, as already explained, controls contact N. Now when trolley T2 meets station-line L2 current flows through solenoids M5 and M2. Contact N2 being thus closed the current proceeds therefrom to the junction-pointH, where it branches. Followthen it actsto move the switch-rail A2 against the pull of the spring S4 and so to close the switch, and, furthermore, as the trolleys T2 and T2 both meet their lines L2 and L2 considerably in advance of the switch the latter becomes, of course, set before the car reaches it. Returning now to junction-point H, following the other branch of the circuit and remembering that with the car ruiming at normal speed the governor-arm would be on contact-point Q2, (as indicated by the dotted line on Fig. 8,) circuit passes to brush B', ring l, resistance R2, contact Q9, (contacts Q12, Q11, and Q12 are omitted in this iigure,) and thence by governor-arm G to contactplate C5, to ring 3, brush B2, controller-solenoid M4, contact N', and so to return. Solenoid M4 now being energized would move the controller-linger F momentarily over to contact-point Q5, (see also Fig. 10,) and the effect of this, which has already been described in det-ail in a preceeding paragraph, (the car attains excessive speed, &c.,) is that the motor-current is reduced and brake applied.

We now proceed to describe how, fifth, the car is brought to reduced speed and runs upon the station-loop. As the speed has fallen fthe governor-arm G has gradually swung inward toits slow-running position in which it is shown in Fig. S-that is, in contact with contact-point (Q2-cutting in the resistances R2, R7, and R, and so gradually reducing the current in the controllersolenoid M4. The finger F is then slowly carried back by its volute spring from Q5 over the resistances R4 R2 R2 R to Q2, reducing the strength of the braking-solenoid M2 and increasing that of the brake-release solenoid M' and the fiow of current through. the motor. When the car attains its predetermined slow-running speed, the controller-linger F is in contactwith contact-point Q2, the resistance R4 being so adjusted as to send a current ot' such strength from R2 to motor as to produce the slow speed of the car. This current passing through the solenoid M also holds off the brake. The car traveling at this slow speed clears the switch, and then trolley T2 runs off the end of switch-line L2. (See Fig. LL.) Solenoid M11 then becoming dead itsV spring S4 opens the switch. The car then runs into the station on the current from station-line L2 at slow speed, and since L2 stops a little before the car reaches the station (see Fig. 4E) as the car leaves it all current will cease to liow to motor and brake solenoids, so that the brake-spring S will apply the brake and bring the car to rest, as

IOO

shown in Fig. 5. The car having been unloaded, may be refilled and directed to anystation on the line or the main depot by adjusting the arm P to suitable position. The attendant starts it on its journey by pushing it by hand until it reaches the inclined portion of the loop, down which it passes by gravity v until it reaches the track, along which it travels, as already described.

It has of' course been assumed in the foregoing that the track-switch whereby the car has been shunted to the station-loop has worked properly. We now assume, sixth, the switch has failed properly to close or the car having passed upon the loop has failed properly to open. These contingencies are guarded against in the following manner, referring to Fig. 9: Secured tothe movablecore of solenoid M44 is a finger F2, which as said core moves in and out of the solenoid passesv over and makes contact with a fixed contactplate C4. The width of this plate is such that the finger F3 runs off. of it at one side or the other only when the switch is fully closed or fully open. The finger F2 is connected by a flexible connection with `the main feederline D, so that when said finger is in contact with the plate C current may pass from said feeder to the finger and so to the plate, and thence to the safety-line L4, connected to said plate. From line L4 current proceeds to trolley T4 and thence to a solenoid M6 on the car. As shown in Fig. lO, the core of this Solenoid has a retracting-spring S5 and actuates a pivoted circuit-closing lever OG to make and break contact at N4, and also another circuit-closing lever O5, which on one side makes or breaks a double contact at N5 and on the other side a single contact. The arrangement of levers O5 and OG is such that when solenoid MG is energized the double contact at N5 and the contact at N4 are closed simultaneously. The current now proceeds as follows: After passing through solenoid M6 it goes to return. When contact N4 is closed, it bifurcates, part fiowing through resistance R48 to solenoid M3 to return, thus closing contact at N,and part passing through a shunt between solenoids Ms and a resistance R42 to the double contact N5,both to controllersolenoid M4 and contact-plate C. Solenoid M4 then carries finger F over to contact Q5, cutting resistances into the motor-circuit and that of brake-release solenoid M and out of the circuit of brake-solenoid M2. Current is thus cut off from the motor and brake-release solenoid M, and the brake is heavily applied by solenoid M2, which is energized by the current flowing through contact M5 plate C', controller-finger F, contact-point Q, resistance R44, and solenoid M2 to return. The car therefore stops almost immediately. As soon as the switch is properly opened or closed the contact-finger F3 runs off of contact-plate O6 on one side or the other, thus breaking circuit from the main feeder to trolley T4. Solenoids M4i and M3 then permit their associated springs to open the contacts N4 and N5, whereupon the controller-solenoid M4 allows fingerF to return to the position it occupied immediately prior to the stoppage of the car, the brake is released, trolley connection to motor is restored, and the car resumes its travel. If the car continues its journey on the main line, as shown in Fig. 6, contact at N will be opened; but if after passing on the loop the switch closes imperfectly behind it still the trolley T2 will continue in contact with station L2, and therefore the car in the loop will be permitted to continue its travel to the station, although a following car on the main line will be stopped.

We now assume, seventh, the car being ready to start on its return journey, another car running on the track upon which it is about to enter gets in the way. Referring now to Fig. ll, in which E represents the car on the loop moving, asindicated by the arrow adjoining it, and E' represents another car on the main track also moving, as the arrow next to it indicates, obviously there is danger ofE running into E. This, however, is preventedby delaying car E, while allowing car El to go on. It has already been shown how a current proceeding from line L4 to trolley T4 stops the car. In the station-loop is provided a short section of line L44, which is connected to main feeder D through a contact N2, governed by finger F5, which is controlled by solenoid M43. terminal of M43 is connected to the feeder D and the other to the breaker-line L4. Normally the solenoid M43 not being energized contact N9 is broken by the retracting-spring S4. If, however, a car E takes position on the line-block in front of car E, then circuit is established from feeder D through solenoid M42 to breaker-line L4i and through the car connections to return-trolley T7 and return-line A4. Solenoid M43 then closes contact N9, current passes from feeder D to trolley T4 of car E, and car E stops until car E' clears the block.

Eighth. The car being ready to start on its return journey another car running on the track upon which it is about to enter is liable to overtake it, Fig. 12. Here E is the car coming upon the track from the loop, and E2 is the overtaking car. It is necessary to delay E2 and allow E to go on. The trolley T of E2 is running on the main line L', current passing to it from main feeder D by contact N8, as already described. In the circuit from N8 to main line L' is interposed a circuit-closing finger F6, normally caused byits retracting-spring S7 to close the contact N40. Said finger is controlled by solenoid M44, one terminal of which is connected to main feeder'D and the other to a short line L6a in the station loop. Assuming now that the car E2 is running on its track, contact N40 being closed, the arrival of car E upon the short line L6a closes circuit from L6a through car-trolley Tl to trolley T7 and return-rail A7. Solenoid M44 IOO 'I IO being energized opens contact lN10, breaking circuit from feeder D to trolley T of car E2,`

. ceed s.

We claim- 1 l. In an electric railway,a track,a car adapted to travel on said track, an electrically-controlled brake mechanism on said car, fixed circuit-terminals placed at intervals along said track and in proximity thereto, and a selective device carried by said car whereby circuit may be automatically closed from any predetermined fixed terminal to the electric mechanism of said brake, and said brake thereby actuated.

2. In an electric railway,a track,a car ad apted to travel on said track, an electrically-controlled brake mechanism on said car, a plurality of line conductors each communicatingr with a source of current dis posed at intervals along said track and a circuit-closing device carried by said car and adjustable thereon to make contact with any one of said line contluctors and thereby to close circuit through the electric brake mechanism of said brake f to aciuate the same.

able to make contact with anyone of saidv ter` miuals and thereby to establish circuit from said terminal to said brake mechanism to operate said brake.

4. In au electric railway,a track,a plurality of fixed circuit-terminals in proximity thereto, a car, an electrically-controlled brake mechanism on said car, and a circuit-closer on said car adjustable to close circuit through any one of :said terminals and said brake mechanism and thereby automatically to operate said brake.

`5. In an electric railway, a track, a plurality of fixed circuit-terminals in proximity thereto, a car,an electrically-controlled speed-regulating mechanism on said car, and a `circuitcloser on said car adjustable to close circuit through any one of said terminals and said regulating mechanism and thereby automatically to modify the speed of said car.

6. In combination with a main-line conductor and a car provided with means for taking current from said conductor, an arm pivoted eccentrically on one of said car-wheels, a variable resistance controlled by said arm, and

an electrically-actuated brake mechanism on said car having said variable resistance in circuit; whereby changes in position of said arm due to changes in centrifugal force dependent on the speed of rotation of said car-wheel shall cause a variation in the strength of the current actuating said brake mechanism.

7. In combination with a track and line conductor L', a car E adapted to travel on said track, having trolleyflI running on line L', governor-arm G pivoted on a wheel of said car, retracting-spring S2 on said arm, variable resistances on said Wheel traversed by said arm, pivoted brake-arm U2 and brake-shoe carried thereby, solenoids M M2 controlling said brake-arm U2, and circuit connections between said resistances and said solenoids.

S. In combination with a main-lineconductor, a car provided with means for taking current from said conductor,an arm pivoted eccentrically to one of said car-wheels, a variable resistance controlled by said arm, a driving-motor for said car and an electricallyactuated brake mechanism on said car, said motor and brake mechanism being in circuit with said resistance; whereby changes in position of said arm due to changes in centrifugal force dependent on speed of rotation of said car shall cause a variation in strength of current operating said brake mechanism anti said motor.

9. In an electric railway, a main-line conductor, a car provided with means for taking current from said conductor, and, on said car, an electrically-actuated brake mechanism, a motor, a controlling device constructed to control the current passing to both brake mechanism and motor and a current-changing centrifugal governor actuated by said car-wheel and operating said controlling device.

l0. In anelectric railway, a main-line conductor, a car provided with means for taking currentfrom said conductor, and, on said car, an electrically-actuated brake mechanism, a controlling device constructed to control the currentpassing to said brake mechanism, and a current-changing centrifugal governor actuated by said car-wheel and operating said controlling device.

l1. In an electric railway, a main-line conductor, a car provided with means for taking current from said conductor, means on said car for varying the strength of said current,

a solenoid operated by said variable current,

an electric brake mechanism and means controlled by said solenoid for actuating said brake mechanism.

In testimony whereof we have signed our names to this specification in the presence of two subscribing Witnesses.

THOMAS E. MURRAY. JOHN VAN VLECK.

Vitnesses:

Jos. WILLIAMS, HENRY M. SEELY.

IOO

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